Rotary internal-combustion engine.



E. G. JOHANSON.

ROTAR" INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY15. 19m.

1,261,938. Patented Afr. 9,1918.-

4 SHEETSSHEET I.

I fin 2m; 5. JZMzwom IN VEN TOR.

A TTORNEYS.

E. G. JQHANSON.

ROTARY iNTERNAL COMBUSTION ENGINE.

APPLICATION HLED MAY 15. 1916.

00 1 9 1 9 L p A d e m m ATTORNEYS.

E. G. JOHANSON.

ROTARY INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 15. 1915.

1,261,938. PatentedApr. 9,1918.-

4 SHEETS-SHEET 3- v IN VEN TOR.

ATTORNEYS.

E. G. JOHANSON.

ROTARY INTERNAL COMBUSTION'ENGINE.

APPLICATION FILED MAY 15. I916.

Patented Apr. 9, 1918 4 SHEETS-SHEET 4- INVENTOR EMIL G. JOHANSON, OF CHICAGO, ILLINOIS, ASSIGN'OR TO THE NORLING ROTARY ENGINE COMIEANY, 0F PIERRE, SOUTH DAKOTA, A. CORPORATION OF SOUTH DAKOTA.

ROTARY INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Application filed; May 15, 1916. Serial No. 97,576.

To all whom it may concern:

Be it known that I, EMIL G. JoHANsoN,

a subject of the King of Sweden, residing at Chicago, in the county of Cook and State of Illinois, have invented new and useful Improvements in Rotary Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal-combustion engines in which the piston has a rotary movement, and the object of the invention is to provide a novel and improved piston arrangement and structure whereby a powerful and highly efficient engine is produced, and one in which several rotative impulses are imparted during each revolution of the piston.

The invention also has for its object to provide a rotary engine of the kind stated which is provided with compression and explosion chambers, in the former of which the fuel charge is compressed, and from which the compressed charge is transferred to the explosion chambers and fired therein, novel and improved means being provided for controlling the fuel admission and the transfer from the compression to the explosion chambers.

A further object of the invention is to provide a novel and improved means for cooling the engine, an air cooling system being employed.

Other objects and advantages of the invention will be pointed out in the detailed description appearing hereinafter, and in order that the same may be better understood, reference is had to the accompanying drawings forming a part of this specification.

In the drawings Figure 1 is a side elevation of the engine; Fig. 2 is an end view thereof;

Fig. 3 i s'a central longitudinal section of the engine;

Fig. 4 is a vertical section on the line 14 of Fig". 3;

Fig. 5 is a perspective view of the rotor;

Fig. 6 is a perspective view of one of the valves;

Fig. 7 is a plan view of the invention with the cylinder partly broken away;

Figs. 8 and 9 are sectional details on the lines 88 and 9-9, respectively, of Fig. 3;

Fig. 10 is a sectional detail on the line 10-10 of Fig. 1;

Fig. 11 is a section on the line 11-11 of Fig. 10; t

Fig. 12 is a section on the line 12-12 of Fig. 11;

Fig. 13 is a detail in perspective showing one of the piston wings, an

Fig. 14 represents a development of the explosion and compression chambers of the engine, and showing graphically the position of the piston wings.

Referring specifically to the drawings, 1 denotes the cylinder of the engine, the same being supported by a suitable stand 2 and closed at its ends by heads 3 and 4, respectively. Passing centrally through the cylinder is a shaft 5 which also extends through the cylinder heads, the latter having shaft bearings 6. The shaftv 5 will be provided with a pulley or other suitable means (not shown) for transmitting its motion. In the cylinder works a rotor which is fixed on the shaft to impart motion thereto. v

The rotor comprises two laterally spaced rings 7 connected by transverse webs 8, which latter in turn are connected by spokes 9 to a hub 10 through which the shaft passes, and on which the hub is fixedin any suitable manner. The spokes 9 do not extend throughout the entire width of the webs 8, so that the rotor has a skeleton form. From each web 8 also extends a wing 11 having the function of an air deflector blade as will be described more particularly hereinafter. These wings are located between the end rings 7 and project inward from the outer ends of the webs 8 to the spokes 9. Associated with the rotor is a series of piston wings 12 which are slidably mounted in transverse grooves in the periphery of the webbed portions of the rotor and the end rings. The piston wings therefore move parallel to the axis of the shaft 5.

The diameter of the rotor corresponds to the inside diameter of the cylinder 1 so that. its periphery is in rotary contact with the latter. The width of the rotor corresponds to the distance between the cylinder heads 3 and 4, the ends of the rotor being thus in rotary contact with the latter.

The length of the piston wings 12 is greater than the width of the rotor so that they may be projected from the ends of the latter. At regular intervals the cylinder heads 3 and a have chambers into and out of which the projecting ends of the piston s cvlinder heads between the e as aouclnents with wlllfiil 1 we w. 4 w N. no rotor and the piston i 1. 1;

"S .L slidin conta t The ab Lnnents cl ndez e 3 are shown W l s a e cylinder h sic n the ad r is si us "a e groo e into which roll 22 carried b the piston wings" The end e climbers are made slanting, said end n the respective sides of the rotor osing 1 .llel so that the piston wings may slide sino thly into and out of the same.

or the chambers on each side or the rotor is Xplosion chamber, and the other chambers )ression chambers. in the the chambers 1% and i are the explosion chambers, and the chamhers l3 and are the compression chamhers. Thus, it will be seen that the two on; plosion chambers are on opposite sides of e rotor successive orden this arrangebeing also true with respect. to the compression chambers.

At s shown a carburetor or other suitable charge-forming device from which delivery n cos and extend to the respective cylinder heads. The cylinder head i: has an inlet 26 to which the pipe A is con nected. ihis portion of the cylinder head has a concentric circular cavity 27 in its outer face, v iich a rotary valve 28 works. The inlet port extends radially throue'h cylinder head and opens into he car which the 'worlrs. rxt acen inlet "sort is eert nt they twice ei'ery ItEVOrtl'illOlh to admit a reel charge the pipe 2%,, through the port '29 into thechainber 15 the channels 30 establishing connnunication between the -ports 26 and '29. 'nhery of the valve 28 also has two 0 opposite short channels 3i or the purpose of transferring fuel charge from the comdiainetrically opposite purpose to be presently escriberl, a e also provided,

ti e abutment 1? between 'iID'liUEIS l3 and l i, e two channels 33 no l respactively cnannel 33 opening nto chamber 13, and the channel 3% nine; into the chamber From the inends of the channels ducts 35 and 86, l spective y, lead through the abutment to tnat portion oi tile cavity 27 in which the valve work I the eucts being so located ve to channels 31, that, the latter the same. l e e53 opens into one end or the chamber 13 he channel 38 leads from the opposite ens. t-iereot'. In that end of the osion chamber 1% into which the chanopens is located an igniter 37, and at Z posits end is an exhaust port 38, the l i" in the abutment 18. A pipe s exhaust port conducts the mother or discharges the into he atmosphere of fuel ports, valve, etc JP Oi understood, reference is had to leiin which the several piston wings are indicated by the reference characters 12, 12 12" and 12, respectively. The direction of rotation is shown in this diagram by arrows. When one of the channels 30 laps the ports 26 and 29, as shown in Fig. 8, the piston wing 12 is entering; the chamber 15 and upon passing the port 29 a fuel charge is drawn into chamber through said port. Before entering;- h chamber 15, the piston wing; 12

rough the chamber 13 limiting a to chamber 14 is through the channel 33,-

duct 35, duct 36 and channel 34, by one of the channels 31 lapping said ducts as shown in Fig. 9. During the firing stroke of the wing 12 in the chamber 14, the wing 12 is compressing the previously admitted charge in the chamber 15 and the transfer from said chamber to the explosion chamber 16 takes place, so that when th wing 12 enters the latter it receives another impulse. The wing 12 following the wing 12 passes through the chambers 14 and 16 in the same order and sweeps out the spent gases through the exhaust ports 38. This action is now repeated by the wings 12 and 12, the wing 12 receiving the impulse of the explosions. The function of the channels 32 is to relieve useless compression of air and resulting lossof power in the chambers .and to admit cool air from the chamber 15 to .the chamber 16, and from the chamber 13 to the chamber 14, these channels lapping the ducts 35 and 36 at the proper time in the same manner as the channels 31, and the admission of air taking place during the exhaust strokes.

The valves 28 are utilized for timin the explosions. As shown more particular y in Fig. 2, the cylinder head 3 carries two contacts 40 suitably wired to one of the igniters 37 and situated in the path of two diametrically opposite cams 41 on the periphery of the valve. Twiceevery revolution of the valve, the cams bridge the contacts and close the ignition circuit. The timer mechanism at the other end of the engine is the same as the one just described. The contacts 40 are insulated from the cylinder head by a plate 42 of insulation.

The engine is air-cooled. It will be noted that the valves 28 are hollow, they being open at their inner ends and their outer end walls having openings 43. On the inside of the valves are fan blades 44 extending inward from the inner periphery thereof. In that portion of the cylinder heads 3 and 4 against which the inner ends of the valves seat are openings 45, these openings being inside the circles described by the inner periphery of the end rings 7 of the rotor. As the rotor is of skeleton. construction, it will be evident that when the engine is running air will be drawn into the center thereof from both ends through the openings 43 and 45. The inward pressure of air, centrifugal force and the wings 11 of the rotor force the air radially outward. The cylinder 1 is jacketed, each end having a jacket 46 extending circumferentially around the same and located in the plane of the explosion and compression chambers, and the abutments therebetween. The two jackets are connected by a transverse duct or channel 7 47 having a port 48 which opens into the cam groove 21, the annular channels or jackets 46 being located on opposite sides of the latter. The channels 46 and 47 are in communication through ports 48. Adjacent to the channel 47, the walls of the channels 46 have outlet ports 49 opening to the atmosphere. The air inside the rotor passes along the cam groove 21 and enters the channel 47 through the port 48, and from said channel the air. passes into the channels 46 and escapes therefrom through the ports 49. It will therefore be seen that there is a constant circulation of air around the cylinder 1, and the engme is thus kept properly cooled.

Each piston wing 12, as shown more particularly in Fig. 13. has a slot 50 cut in each end in which are slidablyseated two blades 51 of equal dimensions. These blades have a common slot 52 in their inner ends to accommodate a spring 53 which tends to push the blades outward against the cylinder heads 3 and 4, said blades therefore serving as a piston packing. A fluid tight joint at the inner surface of the cylinder 1 is had by the centrifugal force tending to throw the piston wings outward radially. To obtain a tight joint with the floor of the chambers 13, 14, 15 and 16, the blades 51 are split obliquely as shown at 54, and the slots 52 are made tapered so that the spring will tend to spread the blades. Fig. 13 also shows the manner in which the blades 51 adapt themselves to the oblique faces of the cylinder abutments. With the line A--B represent: ing the outline of one of such faces, it will be noted that one of the blades 51 is forced by the spring 53 to extend slightly beyond theend of the other, both blades being thus kept in contact with the slanting portion of the abutment. This feature operates to pre vent loss of compression, or leakage as the piston wings move across the oblique faces of the cylinder abutments.

The preferred embodiment of the invention has been shown and described, but it is to be understood that various changes in the structure may be made without a departure from the spirit and scope of the invention. Slight modifications only are necessary to change the engine toone using steam as the motive fluid.

I claim 1. In a rotary internal-combustion engine, a cylinder, a rotor in the cylinder, piston wings carried by the rotor and slidable parallel to the axis thereof, the length of the wings being such as to project from the sides of the rotor, explosion and compression chambers in the ends of the cylinder on both sides of the rotor, into which chambers the wings extend when passing the same, abutments located between said chambers, the abutments between the outlet end of the compression chambers and the inlet end of the explosion chambers having channels establishing communication between said chambers, the compression chambers having fuel inlet ports and the explosion chambers having exhaust ports, and rotary valves movable with the rotor, the ends of the cylinder having cavities in which the valves seat, and said cavities having fuel admission ports, the valves having peripheral grooves positioned to lap the admission and the inlet ports, and also provided with peripheral grooves to lap the aforesaid channels.

2. In a rotary internal-combustion engine, a cylinder, a rotor in the cylinder, piston wings carried by the rotor and slidable parallel to the axis thereof, the length of the wings being such as to project from. the sides of the rotor, explosion and compression chambers in the ends of the cylinder on both sides oi the rotor, into which chambers the wings extend when passing the same, abutments located between said chambers, the abutments between the outlet end of the compression chambers and the inlet end of the explosion chambers having channels and ducts leading from the channels for establishing communication between said chambers, the compression chambers having fuel inlet ports, and the explosion chambers having exhaust ports, and rotary valves movable with the rotor, the ends of the cylinder having cavities in which the valves seat, and into which the aforesaid ducts open, and said cavities having fuel admission ports, the valves having peripheral grooves positioned to lap the admission and the inlet ports, and also provided with peripheral grooves to lap the aforesaid ducts.

3. In a rotary internal-combustion engine, a cylinder, a rotor in the cylinder, piston wings carried by the rotor and slidable parallel to the axis thereof, the length oi the wings being such as to project from the sides of the rotor, alternate ones of said wings being compression and working pistons, compression and explosion chambers in the ends of the cylinder on both sides of the rotor, into which chambers the pistons extend-when passing the same, two adjacent ones of the chambers on opposite sides of the rotor being the explosion chambers, and

I the other adjacent ones of the chambers on for transferring the compressed charges to the explosion chambers, a sinuous cam on the cylinder wall, and means on the piston wings engageable with said cam for edecting the sliding movement of the wings.

t. In a rotary internal-combustion engine, a cylinder, a rotor in the cylinder, piston wings carried by the rotor and slidable parallel to the axis thereof, the length of the wings being such as to project from the sides of the rotor, explosion and compression chambers in the ends of the cylinder on both sides of the rotor, into which chambers the wings extend when passing the same, the compression chambers having inlet ports and ports leading to the explosion chambers, and the explosion chambers having exhaust ports, rotary valves movable with the rotor and controlling the inlet ports and the ports leading to the explosion chambers, a sinuous cam on the cylinder wall, and means on the piston wings engageable with said cam for efi'ecting the sliding movement of the wings.

5. ln a rotary internal-combustion engine, a cylinder, a rotor in the cylinder, piston wings carried by the rotor and slidable parallel to the axis thereof, the length of the wings being such as to projectfrom the sides of the rotor, alternate ones of said wings being compression and working pistons, compression and explosion chambers in the ends of the cylinder on both sides of the rotor, into which chambers the pistons extend when passing the same, two adjacent ones of the chambers on opposite sides of the rotor being the explosion chambers, and the other adjacent ones of the chambers on opposite sides of the rotor being the compression chambers, abutments located between the explosion and the compression chambers, the abutments between the outlet end of the compression chambers and the inlet end of the explosion chambers having channels establishing communication between said chambers, the compression chambers having fuel inlet ports and the explosion chambers having exhaust ports, and rotary valves movable with the rotor, the ends of the cylinder having cavities in which the valves seat, and said cavities having fuel admission ports, the valves having peripheral grooves positioned to lap the admission and the inlet ports, and also provided with peripheral grooves to lap the aforesaid channels.

6. In a rotary internal-combustion engine, a cylinder, a rotor in the cylinder, piston wings carried by the rotor and slidable parallel to the axis thereof, the length of the wings being such as to project from the sides or the rotor, alternate ones of said wings being compression and working pistons, compression and explosion chambers in the ends of the cylinder on both sides of the rotor, into which chambers the pistons extend when passing the same, two adjacent ones of the chambers on opposite sides of the rotor being the explosion chambers, and the other adjacent ones of the chambers on opposite sides of the rotor being the compression chambers, abutments located between the'compression and explosion chambers the abutments between the outlet end of-tbecompression chambers and the inlet end of the explosion chambers havin chan- I nels and ducts leading from the c annels for establishing communication between said chambers, the compression chambers having fuel inlet ports, and the explosion chambers having exhaust ports, and rotary Valves movable with thevrotor, the ends of the cylinder having cavities in which the valves seat and into which the aforesaid ducts open, and said cavities having fuel admission ports, the valves having peripheral grooves positioned to lap the admission and the inlet ports, and also provided with peripheralgrooves to lap'the aforesaid ducts.

7 In a rotary internal-combustion engine, a cylinder, a rotor in the cylinder, piston wings carried by the rotor and slidable parallel to the axis thereof, the length, of the wings being such as to project from the sides of the rotor, explosionand compression chambers in the ends of the cylinder on both sides of the rotor, into which chambers the wings extend when passing the same, the compression chambers havin inlet ports and ports leading to the explosion chambers, and the explosion chambers having exhaust ports, rotary valves movable with the rotor and controlling the inlet ports and the ports leading to the explosion chambers, ignition devices, and timers for the ignition devices carried by the valves. 1 8. A rotary explosion engine including a cylinder having in each of its heads compression and explosion chambers provided with suitable ports and separatedby abutments, the set of chambers in each head being angularly displaced with respect to the set of chambers in the other head to bring the explosion and compression chambers in both cylinder heads into succession; a rotor within the cylinder operating between said abutments; alternated working and compression pistons carried by and reciprocable longitudinally of the rotor, each piston rojecting within said chambers on both sldes of the rotor to constitute moving partitions therein; and rotary valves at the ends of the rotor and operating within the cylinder heads for governing theaforesaid ports.

9. A rotary explosion engine including a cylinder having in each of its heads compression and explosion chambers provided with suitable ports andseparated by abutments, -these abutments having normally disconnected channels taking part in establishing communication between the chambers separated thereby, the set of chambers in each head being angularly displaced with respect to the set of chambers in the other head to bring the explosion and compression chambers in both cylinder heads into succession; a rotor within the cylinder operating between said abutments; alternated working and compression pistons carried by and reciprocable longitudinally of the rotor, each piston projecting within said chambers on both sides of the rotor to constitute moving partitions therein; and rotary valves at the ends of the rotor and operating within the cylinder heads for connecting the channels in the abutments and controlling the aforesaid ports.

10. A rotary explosion engine including a cylinder having in each of its heads compression and explosion chambers provided with suitable ports and separated by abutments, these abutments having normally disconnected channels taking part in establishing communication between the chambers separated thereby; a rotor within the cylinder operating between said abutments; pistons carried by and reciprocating longitudinally of the rotor and projecting within said chambers to constitute moving partitions therein; and rotary valves at the ends stitute moving partitions therein; and r0- tary valves at the ends of the rotor and operating within the cylinder heads for governing the aforesaid ports.

12. A rotary explosion engine including-a cylinder having in each of its heads compression and explosion chambers provided with suitable ports and separated by abutments; a rotor within the cylinder operating between said abutments; pistons carried by and reciprocable longitudinally of the rotor, each piston projecting within said chambers on both sides of the rotor to constitute moving partitions therein; and rotary valves at the ends of the rotor governing the aforesaid ports.

13. A rotary explo'sion engine including a cylinder having compression and explosion chambers provided with suitable ports and gitudinally of the rotor, each piston progecting Within said chambers to constitute moving partitions therein; and rotary valve mechanism governing the aforesaid ports.

M. A rotary explosion engine including a cylinder having compression and explosion chambers provided with suitable ports and separated by abutments; a rotor Within the cylinder; pistons carried by and reciprocahle longitudinally of the rotor, each piston projecting Within said chambers to constitute moving partitions therein; and rotary valve mechanism for governing the aforesaid ports.

15. A rotary engine having reciprocable pistons in ends of which are groups of blades that are forrncc sections by being split longitudinally of the pistons at different places; means "for urging the blades outward in the direction of the length of the pistons; and means for spreading the sections of the blades laterally.

16. A rotary engine having reciprooable pistons in the ends of Which are groups of packing blades slotted at their inner ends, the slots being tapered in the direction of the outer ends of the blades; and springs seating in the slots and tending to urge the blades outward in the direction of the length of the pistons, said packing blades being formed in sections by being obliquely split longitudinally of the pistons.

In testimony whereoi 1 afix my signature.

EMEL G. JGHANS'JN. 

